ABSTRACT
Vessels moored in deep water may require buoys to
supportpart of the weight of the mooring lines.
The effects that
size, and location of supporting buoys have on the dynamicsof Spread Mooring Sysems SMS at different water depths
are assessed by studyingthe slow motion nonlinear
dynamics of the system.
Stability analysis and bifurcationtheory are used to determine the changes in SMS dynamics
in deep water based as
functions of buoy parameters.
Catastrophe sets in a two-dimensional parametric design
space are developed from bifurcation boundaries, which
separate
regions
of qualitatively
different
dynamics.Stability analysis defines the morphogeneses occurring
as bifurcation boundaries are crossed. The mathematical modelof the moored vessel consists of the horizontal plane
-surge. sway and yaw -
fifth-order, large drift, low speed
maneuvering equations.Mooring lines made of chains are
modeled quasistatically as catenaries supported by buoys
including nonlinear drag and touchdown.
Steady excitationfrom current, wind and mean wave drift
are tnodeled.
Numerical applications are limited to steady current and shOwthat buoys affect
both the static and dynamic loss of
stabilityof the
sYstem, and may even cause chaotic
response.NOMENCLATURE
AC anchored catenary
CG center of gravity
D8 buoy diameter
FPSO Roatin Production Storage and Offload
h water depth
depth of AC
depth of segment S2A of SC depth of segment S2B of SC L
length of vessel
r
IECNNI$CHE UP1fl1ERSngg
Laboratorium voor
SCheepshydrmhI
rchief
Mekelweg2, 2628 CD Delit
'ICL016- 1868/s . Fa 015 78183SEFFECT OF SIZE AND POSITION OF SUPPORTiNG BÔYS ON
THE DYNAMICS OF
SPREAD MOORING SYSTEMS
Luis 0. Garza-Rios
Michael M. Bernitsas
Department of Naval Architecture
and Marine Engineering
University of Michigan, Ann Arbor,Michigan
total length of the mooring line (1wt = +
total lencth of AC
total length of SC/location of buoy along the mooring line
mass of vessel mass of buoy
number of mooring lines number of buoys
anchored catenary segment suspended catenary segment
segment of suspended catenary running from the buoy to the lowest point of SC
segment of suspended catenary running from the vessel to the lowest point of SC suspended catenary
Spread Moonng S)stem
horizontal tension components of SI (AC) horizontal tension components of S2 (SC) current speed
inertial reference frame/position of vessel CG with respect to inertial frame
position of the center of gravity of buoy with respect to the inertial frame
vessel fixed coordinate system buoy fixed coordinate system
coordinates of the anchoring point oat the sea floor
body fixed coordinates of the vessel faii'léad current angle with respect to (x,v,:) frame horizontal angle between the X-axis and the mooring line. In m8 n SI S2 S2A S2B SC SMS Uc (x.v,z)
(x5,8.z8)
(X.Y.Z) (X3. Y8. ZB)a
Q
I.
INTRODUCTION
Station-keeping of ships and other floating production systems cart.' be achieved via mooring and dynamic positioning. In recent years. the
design problem of
moorirg FPSOs has gained considerable attention as the water depth of oil reserves, gas and other natural 'resources has increased. Presently. station-keeping in deep waters
(700 -
1800 meters) via FPSOs is generally achieved by dynamic positioning 15, 19]. while mooring takes place mostly in shallow and intermediate water depths (less than 700 meters). The next logical step toward achieving an efficient and less expensive station-keeping design would be to develop a hybrid system with dynamic positioning and mooring. To design sound mooring systems in deep waters, however, it is necessary to gain a qualitative understanding of their slow motion dynamics in such an environment.Several studies show that mooring systems dynamics strongly depend on certain design parameters, such as the number of mooring lines; the fairlead position, material, orientation, pretension of lines, etc. [1-4. 6. 7,
10, II. 13.
16, 18, 20]. A preliminary study of the nonlinear dynamics of Turret Mooring Systems (TMS) in relatively deep waters (on the order of 1200 meters) without buoy supports [7] shows that the system tends to lose its dynamic stability with increasing water depth. In deep waters, the weight
exerted by the mooring lines on the
vessel and onto themselves may lead to high stresses on the vessel and mooring line breakage. This problem can be solved bysupporting the line weight by buoys, utilizing different
types of lines (such as chains, synthetic fiber ropes, and steel cables), or a combination of both. In this work, the dynamics of mooring systems with anchoring chains and supporting buoys are studied, and the effects of the position and size of the buoys on the system are assessed based on the design methodology for mooring systems developed at
the University of Michigan since 1983 [2, 3, 4,
10, 18].Section 11 describes the mathematical model of the system, mooring line model, and external excitation. The state space representation of a spread rhooring system with supporting buoys, and the equations to solve for system equilibria are derived in Section III. In Section IV. stability analysis is performed and bifurcation theory used to assess the behavior of two different geometries of a line, four-buoy system. Catastrophe sets around the principal equilibrium position are constructed to discern the system
dynamics for different water depths and buoy size and
position along the mooring lines. These sets reveal that the effects of buoy size and position on the system dynamics vary widely with system geometry.
In Section V. the
feasibility of mooring in deeper waters with buoy supported chains is discussed.
Ii. PROBLEM FORMULATION
The slow-motion dynamics of a Spread Mooring System (SMS) with chain mooring lines and their supporting buoys
is modeled in this section in terms of the equations of
motion and the kinematics of the vessel and each supporting buoy, the mooring line catenary equations of the system,
and external excitation consisting of time independent
current, wind and mean wave drift. The vessel hvdrodynamic maneuvering model is based on the large drift angle. low speed. fifth-order maneuvering equations [21. 22]. The
equations of motion of the system consist of the horizontal plane - surge. sway and yaw - slow motions for the vesel. and motions or each supporting buoy in surge. sway nd heave. First the mooring line model with one supporting
buoy is derived.
11.1.
Mooring Line Model
The mooring lines of the system are model'ed quasistatically as a submerged catenary partially supported with buoys. To facilitate discussion, the concepts describ'ed in this paper apply to SMS with a single buoy supporting each cacenary. A complete SMS mathematical model with any number of buoys per line is derived by Garza-Rios and Bernitsas, 1999 [81.
Figure 1 shows the general geometry of a submerged twp. dimensional catenary whose weight is partially supported b a single buoy in water depth h. The inertial frame (x.z has its origin at the anchoring point on the ocean floor. The catenary is divided into two segments. Segment SI consists
of the
portionthat spans from the
mooriIg terminal on the ocean floor to the supporting buoy, and islabeled as AC (Anchored Catenary) [9].
Segment S2 connects the buoy to the floating body. is labeled as SC (Suspended Catenary) [17]. and is further divided into segments S2A and S2R. as shown in Figure 1. Segment S2A runs from the point of connection of the buoy to the Iowest point of the SC. and segment S2B runs from the lowest point 'of the SC to the point of attachment on the vessl. The geometric properties of the catenary shown in Figure 1are: P. the total length of the horizontal projection of AC:
. the length of the horizontal projection of the suspendd
part of AC: d. the horizontal distance of AC in the ground:
1,. the length of the horizontal projection of SC: '., tte
length of the horizontal projection of segment S2A:
f,5,
the length of the horizontal projection of segment S2B; h. the vertical distance of the lower point of the buoy from th'e sea bed.. is also the depth of AC; h4. the vertical distanc from the lower point of SC to the lower point of the buoy. is also the depth of S2A: and ''B' the vertical distance fromthe lower point of SC to the point of attachment to th
floating vessel, is also the depth of S2B. The following relations hold:
': =F4+P5
h=hIh,A+h.B
The total length of the catenary ('wT) is the components F arid F.. which correspond to of segments SI and S2. respectively..
= 1w1 +
The external forces acting on the catenary of Figure I are
[8]: F05 is the buoy drag force due to current: drag force on segment SI of the catenary: F.
F!D
and
is the,
F:8D
are
the drag components on segments S21 and S2B,
respectively; and F5. is .the force imposed by the floating:(1 (2) (31
sum of its
the lengths. (4)vessel on the
moorinc line at the
point of attachment .tôthevessel (an end-point condition).
In addition. L!.is the
current speed
acting in the - .r
direction.The tension in each of the catenary
end points is given byr.=.j72.+12.
(5)
where T. is the tension of segment S. and 1, and 7.
arethe horizontal and vertical tension components of segthent
S.. respectively. The
horizontal tension components of
segments SI and S2 are therefore denoted by 7
arid 7,.
The horizontal tension components of segments S2A and
S28 are equal in magnitude. The vertical tension componentof each of the three segments is.given by [8]:
112.
Fquations of. Motion
The catenary model presented in Subsection 11.1 is used
here to model the line forces exerted on the floating vessel.
Figure 2 shows the general geometry of a n-line SMS
showing 2 + B reference frames, where n8 is the number of buoys in the system and 11is the number of mooring lines
(B =
n).
In Figure 2, (.t.v. ) is the inertial reference framewith its origin located at mooring terminal
1; (X,Y,Z) is the vessel-fixed reference frame with its origin located at thecenter of gravity of the vessel (CG); (X.Y'.Z) is the
buoy-fixed reference frame of the i-ih (1
= 1,.., n5) buoy.with X
pointing horizontally
in thedirection of its
anchoring point (x,v.:), and Z
pointing upwards.Figure 2 also shows that the deformation of the two
seements of each line, AC and SC. is two dimensional. Due
to the drag forces acting on the buoys, however, the two
segments of each line are in different vertical planes making the overall deformation of each line three dimensional.The slow motion dynamics of the system can be modeled
by three equations for the horizontal plane slow motions of
the vessel in surge. sway and yaw, and three equations of
motion in surge, sway and heave for each buoy in the
system.The horizontal plane equations of motion of the vessel in
surge. sway and yaw are given by(m+m)u(m+ni)rt
=XH +{lcos/3w
-+ 1C'surge (9) = +
j{7sini3'i
-
F}
(6) =7,.
sinh[.2LJ.
(7) =7Siflh[.B)
(8) + Fcwa) (lOp(L
+ J. )r
=NH +X{iY sin/3m
-
F.}
-
.(II)
1=1where in
is the mass of the vessel; ,n and m are the added
mass terms in surge and sway; L is the second moment of
inertia about the Z-axis;
.1... is the added moment of inertia: u. v,and ii, v are the relative velocities and accelerations
in surge and sway with respect to water;
r
and r are the
relative angular velocity and acceleration in yaw with respect to water.For each mooring line in equations (7) - (9). (xe.
'ce) are the vessel-fixed coordinates of the mooring line
fairlead;$
is the. horizontal angle between the X -axis and the mooring line measured counterclockwise from the vessel: 'BDx and F.80 are the .drag forces on segment 2B of SC inthe X and Y directions, respectively [8, 9, IS].
In equations (9)-ill).. X.
H' N
are the
velocitydependent horizontal plane hull hydrodynaniic forces and
moment in surge. sway and yaw expressed in terms of the
large drift, slow motion derivatives. [10, 21. 22) as:XH = X,, +Xuu+LXuuu2
+X.vr
(12)= }.v + +
}.v5
+ Yurur+Y,.urIr1+1cjrlITI (13) Nfl.'sv + Nuv +
+ +Nrr+ Ndd
+N1,juvIr+ N.v2r
(14)In addition. Fsurge. and are the external forces
and moment acting on the vessel due to steady wind and
second order mean wave drift
[3].These forces are not
considered in the numerical applications in this study since
the focus here is the effect of buoys on SMS design.The vessel kinematics are given by
.i= ucosi' -
+1]. cosa ,
(15)V=usinW+vcosW+USina ,
(16)(17)
where (J is the current speed; a is the current angle with
direction as shOwn in Figure 2. and
'
is the drift angle of
the vessel.
The equations of motion for each of the supporting buoys. in surge. sway and heave are given by [8]:
(m
+.4i" =
7j +Tjcos$'
F'F.,
. (18)(m'
+)V = Tj'
cos$
-
-
-
F,1
. (19)p,(i) (m + .4
)(I)
= F" - 7;
sinh(__y5_J(piJ '
(I)" f)
for 1=1.
For
each buoy in the system, m9 is the buoy mass; A11,A,, and A33 are the buoy added mass components in surge,
sway and heave; u8, v8 and w8 are the buoy relative accelerations in
surge. sway and
heave: F8 is the netbuoyancy
force of
the buoy, i.e. the difference between itsbuoyancy and its weight; F0, and FDBY are the drag forces
on thebuoy in surge and sway [8J; F4, and LI are the drag forces on AC in the directions parallel and perpendicular to
the mooring line motion [8]; F,A and F.ADy are the drag
forces on segment S2A Of SC in the X3 and Y9 directions, respectively [8]; and $8 is the horizontal angle between the two segments of the catenary, measured coUnterclockwise
from X8.
The 3 n8 associated
kinematic relations of the buoy
system are [8J:
i=ucosyvsiny+U!_cosa
(21) (I) (iI' =usiny+vcosy+U!L_sina
(22).(i)_
(I) (23) '-8for i=l...n8.
In equations
(21) - (23),
UB. VB and w8 are the relative velocitiesof
the buoy in surge, sway and heave; YB is thehorizontal angle between the x-axis and Sl, measured
counterclockwise from the buoy: and z8 is the vertical ordinate of the center of gravity of the buoy. Notice that kinematics (21) - (23) assume a linear current profile.
III. STATE SPACE REPRESENTATION AND
EQUILIBRIA OF SMS
The nonlinear mathematical model for the buoy supported SMS in deep water presented in the previous section consists, of the following 6(1 + n8) equations: three equations of motion for the vessel in surge, sway and yaw (9)-(1 1); 3 n8 buoy equations of motion in surge. sway and heave (18)-(20): and their respective 3+3 n8 kinematic relations (15)-(17) and (21)-(23).
111.1.
State Space Representation
The equations of motion and kinematic relations of the
system can be recast as a set of first order nonlinear coupled differential equations of the form
by selecting the following state space variables:
(20)
x =[u.
. r ..v. r. ty,v,
x'. r'. .LJI
(m
+A)
-(I)
.=ucosy_vsiiyUL_cosa
=usiny +vcosy +Ucsina
_(iJ (i)_8
for i=l...
All . variables in equations (26) - (37) are direct or indirect functions of the state space. vector field '25).
111.2.
Equilibria of SMS
The equilibria of the nonlinear model of SMS are
stationary flows of vector
field . X. and correspond tosingular points of equation (24). Equilibria can be found by setting the time derivative of the state variable vector to
zero, i.e.
(27
(28.)
i=l ...n8,.
(2)
Then, the nonlinear model for the SMS with supporting buoys takes the form:
XH + (rn + ,n,,)rv
{i
cos$'
F,. } + F;ure 1 =(m+m)
(26 - (m + m )ru +{i
sinp(s)- F,,, } +
---(m+m)
n NH +x{isin$')
-
12BD1} - i=!--(l. +J)
cos$cb }
(I__ +J..) x = ucosyi - sini +U cosa=usinW+vcosy/+Usina
yF=r.
7 + 7 cos$' F -(m+A)
T4i) - (t j) (1) (i) COS -R - DR) - LI .4DY B-
(rn+A)
F' -, TJ
sintI__]
Pe°7sinh[_L'
pç(i)
(j
i=f(x).
(24) e is an equilibrium ofwhere the overbar on the state variable vector i denotes an
equilibrium state.
The number of equations that must be solved
simultaneously to find an equilibrium constitute the zero solution
to equations (26).37).
The so!ution to such equations, however, requires that the tension components 1 andi,,
be known. Therefore. additional auxiliary equations are needed to solve for the tension components required in the equations of motion and the geometrical properties of the catenaries [8. Due to state space equations (29) and (30). the equilibrium values for the vessel velocity components u andv can be
recastin terms of the
equilibrium drift angle t,v as f011ows:u=ULcos(i7a)
. (39)7=Usin(i7a)
. (40)Furthermore, state space equations (31) and (37) reveal that the values for the vessel rotational velocity r and the buoy
heave velocities w, (i=l,
equilibrium; i.e.
NH
+x
{jsinW
_TU}
ye,
v{T
cos/3"-
+ caw = 0where it is implied that the functions containing i can be replaced by relatioris (39) - (41). The buoy equilibrium equations become:
(i)
I
7(1 ')-
(1r)1[.L.J
iflh_[
:i)
n8), are zero
at (45)for i=1 ...n8.
Thus. 3 +1 1 ri equations must be solved for equilibrium. In
expressions (51) and (52). it has been assumed that the
vertical position of the buoy center of gravity
z isapproximately equal to the depth of its corresponding AC (h'). The relation between these is given by
R + (57)
where is the radius of the i-th buoy.
In equations (55) and (56). for mooring line i. (.x. v)
are the horizontal plane coordinates of the anchoring point
on the sea floor: and (i!,
.t).) are the horizontal plane attachment coordinates on the vessel with respect tO the inertial reference frame (x. v).d
IV. STABILITY AND BIFURCATIONS OF
EQUILIBRIA
Equilibria
of nonlinear dynamical
systems and the behavior of such systems near equilibrium provide local information on dynamical flows (trajectories) [12]. Such information can be useful in surmising the global beiàviorof a system
in the time domain or in a phase space. Consequently. knowing all equilibria and - their nature provides global information ol the qualitative behavior of the system and renders time simulations unnecessary in general [1, 3. 4. 7. 18]. Further, bifurcations of equilibriafor i=I...
The auxiliary equations (43)sinh(..!)]
1 7(1) '\ sinhi Icoshi-(
n9. equations (50) areI
7(i)'\_____,JO(zW+2__)_o
that must [8): 1 7(iI+coshl
.4-t.27)
be solved(
(j) Isinhi-4k-(27j
along with (-51) 0 (52) (53) (54) (55) (56)27)
(i) e° _.._.i_sinhI4 P (i)----sinhI
U-p
7(1) \27)
I \__'
\=o.
(I)
I
7(i) 2BsinhI
I
7(t) 2A i;:)
P(27)
((ii)2 +(1)i))2
-7
ii't sin ?' +
t)cos) +U-
sna = 0
(50Thus, the 6(1 + n8) state space equations that must be solved
simultaneously to find the SMS equilibria can be reduced to 3+5 n8- cquations. In
addition.
6B auxiliary
tension/geometry equations need tà be solved in conjunction
with the
remaining state space equations tofind an
equilibrium [8].
The equilibrium equations for the-vessel thus become:
+ {?O cos
-
+ urge =0 (43)and their corresponding morphogeneses make it possible to
identify areas of qualitatively acceptable dynamics.
Th.0eliminates the need for trial and error in design of mooring
systems.
Based on
thisphilosophy and
numericalapplications we assess in this section the effects of buoy
size and position on the design of SMS in deep water.IV.1.
Theoretical
Considerations
Nonlinear stability
analysis isused to
discern thedynamics of specific SMS/buoy configurations.
Thestability
properties of the system can be obtained by
performing eigenvalue analysis around all system equilibria.If all eigenvalues of the system have negative real parts, a
particular equilibrium is stable, and all trajectories initiated
near that equilibrium will converge toward it asymptotically.If at
least one eigenvalue has a positive real
part. thatequilibrium will be unstable and a small disturbance from
equilibrium will cause the system trajectories to diverge from it t23).Bifurcation sequences are then studied to find
qualitative changes in the dynamic behavior of the system
by varying one or more design variables for a specific
mooring system configuration.
Such sequences determineregions of qualitatively similar behavior, such as stable.
unstable. periodic, and chaotic. Graphically they are plottedin stability charts. commonly referred to as catastrophe sets.
In this paper, catastrophe sets are constructed as functions
of two parameters:
the diameter of the buoys (D3). and the
location of the buoy along the mooring line, defined by
t,,2.
All buoys have the same diameter and all are placed atthe same location along the corresponding line.
The water depth his used as parameter in catastrophe sets
forh =700.
750 and 800 m.
The ranges of buoy size and its
position along the mooring line depend on a number of
factors such as the water depth and the net buoyancy force ofeach buoy.
Thus, for a particular chain mooring line in a
specific water depth. only a certain range of combination of
buoy size and position can be used effectively to support the
weight of the chain.
In this paper, rather than providing a
complete study of size-location combination for buoys. we
determine bifurcation sequences for specific ranges of those
parameters.This allows us to assess the effects of the
supporting buoys on the dynamics of SMS.IV..2.
Analysis of the SMS
To illustrate the possible effects of buoy size and position
on the dynamics of the system, we consider a 4-line tanker
SMS whose geometric properties are shown in Table
1 [10)in a 2 knot head current, a
180'.The dimension of the
state space is 6(1 + n5).
For a 4-line SMS with one
supporting buoy per line.
n8 = n =4, and the state space
becomes 30-dimensional.
Inthis example, all moonng
lines have the same length
',. = 1500 meters. with an
average breaking strength of 5159 kN [14).In addition. to
different geometries of the SMS (denoted as UI and G2 are
considered, and their characteristics shown in Table 2.
Thetanker is moored in a symmetric pattern with its (X.Y)
a.'usparallel to the (x.v) reference frame as shown in Figure 3.
The orientation of each line in Table 2 is defined by £7. the
horizontal angle between the vessel-fixed X -axis and the
mooring line measured counterclockwise.Table I. Properties of the tanker SMS Property
LOA (length overall) LWL (length of waterline)
B (beam)
D (draft)
C8 (block coefficient) 1 (displacement) m mI--
J.-272.8 m 259.4 m 43.1 rn 16.15 m0.83
I.5374x105 tons
9.110x106 kgs
1.360x
108 kgs7.180x 1011 kg.m2
5.430xl0H kg.m2
Table 2 and Figure 3 show that the only difference
between geometries GI and G2 is in the aperture between th two forward mooring lines, which is bigger in geometry G2. Also note that the horizontal pretension component for bothsegments of each catenary are equal.
These are based ot
pretension values for the pair D8 =7 m.f,
=700 m.Figure 4 shows a series of catastrophe sets
for th& principalequilibrium position of the system for
bothgeometries GI and G2 in the parametric design space (D5
w2) with the following ranges
5mD8 7m.
600 m S F,,, 5 750 m .
IfOr water depths of 700. 750 and 800 meters.
Table 2. Characteristics of SMS geometries GI and G2 Characteristic Geometry GI Geometry G2 Fàirlead Coordinates (m)
x. v
42), 2)
The catastrophe sets of Figure 4 present three regions of
qualitatively different dynamics, and are labeled as I, hand
Ill.
The three lines on the right correspond to bifurcation
£7(l) 350.00
315.00
10.0045.00
(3) 170.00 170.00 £714) 190.00 190.00 Horizontal Pretension (kN) Line I 260.5628 260.5628 Line 2 260.5628 260.5628 Line 3 104.2251 104. 225 1 Line 4 104.225 I 104.2251125.00. -4.1023
125.0. -4.1023
125.00, -4.1023
125.0. -4.1023
-129.69. 0.00
- 129.69, 0.00
-129.69. 0.00
-129.69, 0.00
Orientation of lines (deg)boundaries for geometry GI: the remaininc two lines on the
left correspond to bifurcation boundaries of geometry G2.
Thus, regions Gl-1 and GI-Il pertain exclusively to geometryGI. while regions G2-1 and G2-lIl pertain to geometry G2 in
Figure 4. These regions are described as follows:Region I: The principal equilibrium of the system is stable; all 30 eigenvalues have negative real parts. A small random
disturbance
fromthe
principal
equilibrium
initiates
trajectories converging to it in forward time.
Region II:
The principal equilibrium of the system is
unstable with a one-dimensional unstable manifold. i.e.
ithas a real eigenvalue with positive real part.
The systemundergoes static loss of stability when crossing from region
I to region II. with the genesis of two additional stable
equilibria.
These may be stable
or unstable for the
parametric ranges shown in Figure 4 depending on the size
and position of the buoy.
Stability and bifurcation analysesaround these equilibria is, however, out of the scope of this
paper.
Region lii:
The principal equilibrium of the system is
unstable with a four-dimensional unstable manifold.
Twocomplex pairs of eigenvalues have positive real parts.
Thiscorresponds to dynamic loss of stability of the two forward
buoys when crossing from region I to region Ill.
Since there are no other nearby equilibria to attract the trajectories. the forward buoys oscillate. Since the motions of the buoysand the vessel are coupled. the system itself exhibits chaotic
motions due to the
large amplitude oscillations of the
forward buoys.
In simulations this
is manifested in the
chaotic motion of the vessel.
In region Ill, the dimension
of the unstable manifold is four.
The dynamics exhibited by each geometry in Figure 4 is
detailed below:Geometry GI:
As shown in Figure 3, geometry GI is
characterized by the small angle of aperture between the twoforward mooring lines (20').
The sets of three lines at the
right of Figure 4 correspond to static bifurcation boundaries
of geometry GI for water depths of 700, 750 and 800
meters.
As previously mentioned, the pnnëipal equilibrium
of the system loses its static stability when crossing from
region I (stable) to region II (unstable), and two alternate
stable equilibria result from such bifurcation.
Note that for
the ranges of parameters shown, stable region
I increaseswith increasing buoy position
( '. buoy size (DB) and
water depth (h).
Geometry G2
This geometry is characterized by a, large
angle of aperture of the forward mooring lines (90') as
shown in Figure 3. and thus
it isexpected to exhibit
qualitatively different dynamics with respect to geometry GI.The sets of two lines to the left of Figure 4 correspond to
dynamic bifurcations of geometry G2 for water depths of 750and 800 meters.
Specifically, these lines denote boundariesof dynamic loss of stability of the forward buoys in the
system, and occur when crossing from region I to region Ill.The principal equilibrium of the system is thus stable to the
right of its corresponding bifurcation line and unstable
(chaotic) to the left.
Since there are no other equilibria to
attract
thetrajectories,
thesystem undergoes chaotic
(unpredictable) motions resulting ultimately
in line breaking.Notice from Figure 4 that such unstable region
increases as the position and size of the buoy decrease, and
as the water depth increases.
As shown in Figure 4, the
system
is'stable for all
( DB. Ps,,) values for a water depth of 700 m.A preliminary conclusion of the dynamics of the
buoy-supported SMS is that geometry GI renders a more stable
configuration, since the unstable region leads to alternate
stable equilibria, while geometry G2 may result in chaotic
behavior. The selected ranges of parameters (D5. t,.,. h).
however, lead to wide variations in the depths of each
mooring line segment (h1 for segment SI, h2A for segment
S2A, and h8 for segment S2B), and therefore variations in
the mooring line tension. Thus, it may be impractical to tryto design a mooring system based on all parameter ranges
for the pair (D9, ',) in Figure 4.
Table 3 shows the
principal equilibrium values of the various depths h1 . h.,4
and h
for both geometries Gl and G2 at the four end
points of Figure 4, for a water depth of 750 m. Due to the
symmetric nature of the system, the equilibrium values of
these variables are equal for Mooring Lines (ML) I and 2:
the same holds true for Mooring Lines (ML) 3 and 4.Table 3. Equilibrium values for vertical distances of each catenarv segment (rn). h =750 m
One design goal. for a buoy is that the depth of neither
catenarv segment becomes equal to the water depth. U that
were to be the case. there would be no need to implement
buoys in the system. As shown in Table 3. neither calenarysegments depth reaches the water depth
atany one
Geometry GI Geometry G2
\ILI and 2 ML 3 and 4
ML I and 2 ML 3 and 4
(DB, ',) (m)
182.279= (5.0,600.0)
184.771 188.033 184.754 h.10.179
1.149 3.1200.940
h,B 567.901566.378
565.070 566.186 (DB.w2) (m) = (5.0,750.0)
h1 .121.391 124.119 118.622 125.247 h 19.530 27.101 9.679 30.007 648.2 19652.982
641.057 654.760(P8. ') (m) = (7.0,600.0;
496.815
504.623
485.993 511.548 h94.207
102.619 72.440 115.619 h347.392
347.997
336.447 354.070 (D5, h1 2) (m)436.595
= (7.0.750.0)
443183
424.823 451.128 '2A120.096
128.419 95.357 144.126 h,3 433:5b1435.237
420.534 442.998parametric end point in Figure 4. Notice from Table 3 that with increasing distance the weight that each buoy must support increases as well. For a particular buoy size. this leads to a decrease in the '.ertical distance of the AC
(h1) and an increase in the depths of S2A and S2B.
Conversely, as the size of the- buoy D9 increases for a particular value of P, the net buoyancy of the buoy also
increases, thus providing an added upward force and
increasing the depth of AC. This also increases the depth of S2A (hzA) and decreases the depth of S2B( h,5). Table 3 also shows that at the two end points of Figure 4 for DB=5
m, the depths of segments S2B are excessively high. The same holds true for end point (DB
i7 m.
e,,, =600 m) forthe values of h1. - The end point (D8=7 m. ',,2=750 m) results in well distributed values for the various depths at equilibrium, and thus a design based on these values would be more practical. Also note from Table 3 that the lower
left corner end point
( D =5 m,
es.. =600 m) results in small values for the depth h,A. In simulatiOns, the largemotions of the vessel will cause the system to lose the
geometry of Figure I. In such case, the nature of the suspended catenary is lost, resulting in excessive mooring line tensions.
Other combinations of buoy size/position in Figure 4 may result
in inadequate mooring line
tensions, which areproportional to the depth of the catenary.
The most practical values for DR and , therefOre lie within some specific ranges of the parameters considered in Figure 4. Table 4 shows the equilibrium values of h1 . h andh5
forboth geometries G I
and 02 for the pair
(D8=6.85 rn.1w2 =695 m) at a water depth of 750 m. Notice thaL the equilibrium values for the depths of the segments are less than those in Table 3 for the pair(DB=7 m, 'w2 =750 m).
This results in lower vertical mooring line tensions and
therefore are more practical. In addition, this parametric configuration is stable for both geometries, as shown in Figure 4 Other combinations of the parameters
(D8,
2) may result in more practical geometric configurations as well. The stability and bifurcation analysis presented in this section. however, should be used to determine whether such geometries result in sound stable systems.Table 4. Equilibrium values for vertical distances (m). D5=6.85 m. 695 m, h 750 m
Geometry 01 Geometry 02
The results obtained in Tables 3 and 4 indicate that the practical values for the pair (D8, f,) exclude, for the most part, all ranges in the lower and left sides of Figure 4. For the remaining ranges, geometry 02 shows stable behavior of
its principal equilibrium, while geometry G I may fall in
static loss of stability, resulting in a non-svmmetric equilibrium. The design of a buoy supported SMS based n either -geometry (or any other system conliguration and catastrophe sets would require further analysis based on simulations to assure that the maximum limits of the vessel motions and the mooring line tensions are satisfied.
V. CONCLUDING REMARKS
-A mathematical model has been developed for modeli9g
the slow motion horizontal plane dynamics of moorirg
systems with supporting buoys: The design methodology developed at the University of Michigan fOr spread mooridg systems [1-4 10. 18] has been extended to include buoy.
This methodology makes it possible to assess the effects of buoys on the system behavior without trial and error dr repealed simulations. It is
based on deriving
tim1eindependent properties of mooring systems with buoys such as equilibria and their stabilities, bifurcation sequences an$i their singularities, and morphogeneses across bifurcation boundaries. Numerical applications of a 4-line FPSO with one buoy per mooring line have been used to illustrate this methodology and assess the importance of buoys in mooring dynamics. It has been shown that variations in position and size of supporting buoys may lead to static and dynamic loss of stability and even to chaos, depending on the geometry of the. system. The effect of water depth on the systerii dynamics has also been studied, and it was shown that the dynamically unstable region increases with increasing wate depth. while the opposite effect is observed for staticalh unstable systems.
ACKNOWLEDGMENTS
This work is sponsored by the
University
o:Michigan/Industry Consortium in Offshore Engineering. anc Department of Naval Architecture and Marine Engineering
University of Michigan.
Industry participants includt Amoco. Inc.; Conoco. Inc.: Chevron. Inc.: Exxor Production Research; Mobil Research and Development Shell Companies Foundation; and Petrobrás, Brazil.REFERENCES
[I]
Bernitsas MM. and GarzaRios, L.O.,
"Effect of Mooring Line Arrangement on the Dynamics of Spreadl Mooring Systems.' Journal of Offshore Mechanics and Arctic Engineering, Vol. 118, No. 1, February 1996. pp. 7-20.Brnitsas. M.M
and Garza-Rios. L.O.. 'Mooring System Design Based on Analytical Expressions of Catastrophes of Slow-Motion Dynamics.' Journal of Offshore Mechanics and Arctic Engineering. Vol. 119. No. 2, May 1997. pp. 86-95.Bernitsas MM., and Papbulias.
F.A.. "Nonlinear Stability and Maneuvering Simulation of Single Point Mooring Systems,' Proceedings- of Offshore StationKeeping Symposium. SNAME. Houston. Texas.
February 1-2. 1990. pp. 1-19.
Chung. J.S.. and Bernitsas, M.M.. "Dynamics of Two-Line Ship Towing/Mooring Systems: Bi furcations.
ML I and 2 ML 3 and 4
ML I and 2 ML 3 and4
h1 426.884 433.297 41&327 440.113
h,A 101.481 109.741 79. 222 123.2 18 h!B 424.597 426.444 412.895 433. 106
Equilibrium of Turret Systems.; Hydrodynamic Model and Experiments." Journal of Applied Ocean Research. Vol.. 20, 1998. pp. 145-156.
(l4( Nippon Kaiji Kyokai . Guide to Mooring Systems.
N.K.K.. Tousei. TOkyo. 1983.
Nishimoto, K.. Kaster. F., and Aranha, J.A.P. "Full Scale Decay Test of a Moored Tanker, ALAGOAS-DICAS System." Report to Petrobrás. Brazil, February
1996.
Nishimoto, K., Brinati, H.L. and Fucatu, C.H..
"Dynamics of Moored Tankers SPM and Turret."
Proceedings of the Seventh International Offshore and Polar Engineering Conference (ISOPE), Vol. 1. Honolulu, 1997. pp. 370-378.
[171 Papoulis. F.A.. and Bernitsas. MM.. "MOORLINE; A Program for Static Analysis of MOORing LINEs. Report to the
University
of Michigan/Sea Grant/Industry Consortium in Offshore Engineering. and Department of Naval Architecture and Marine Engineering, The University of Michigan. Ann Arbor. Publication No. 309, May 1988.Papoulias, F.A. and Bernitsas, M.M., "Autonomous Oscillations, Bifurcations. and Chaotic Response of
Moored Vessels", Journal of Ship Research. Vol. 32. No. 3. September 1988. pp. 220-228.
Pinkster. J.A. and Nienhus. V.. "Dynamic Positioning of Large Tankers at Sea " Proceedings of 18th Annual Offshore Technology Conference. .OTC Paper No. 5208. Houston. May 1986. pp. 459-476.
120) Sharma. S.D.. Jiang. T., and Schellin. T.E.. "Dynamic
Instability and Chaotic Motions of a
Single PointMOored Tanker." Proceedings of the
17th ONR Symposium on Naval Hydrodynamics, The Hague. Holland, August 1988. pp. 543-562,Takashina, J..
"Ship Maneuvering Motion due to
Tugboats and its Mathematical Model." Journal of the. Socierv of Naval Architects of Japan. Vol. 160. 1986. pp. 93-104.
Tanaka. S., "On the Hydrodynamic Forces Acting on a
Ship at Large Drift Angles." Journal of the West
Society of Nai,al Architects of Japan. Vol. 91. 1995. pp. 81-94.
(231 Wiggins. S. Jntroduction. to Applied Nonlinear Dynamical Systems and Chaos Springer-Verlag. New York. Inc.. 1990.
Singularities of Stability Boundaries. Chaos," Jo..u:nal of S/up Research, Vol. 36. No. 2, June 1992 pp.93-105.
[5] Davison. N.J.. Thomas, N.T.. Nienhus. V. and Pinkster. J.A., 'Application of an Alternative Concept in Dynamic Positioning to a Tanker Floating Production System" Proceedings of the 19th Annual Offshore Technology Conference, OTC Paper No. 5444, Houston. April 1987, pp. 207-223.
(6] Fernandes, A.C. and Aratanha, M.. "Classical Assessment to the Single Point Mooring and Turret Dynamics Stability Problems," Proceedings of the 15th International Conference on Offshore Mechanics and Arctic Engineering (OMAE), Vol. I-A, Florence, Italy, June 1996, pp. 423-430.
Garza-Rios, L.O., and Bernitsas, M. M., "Nonlinear Slow Motion Dynamics of Turret Mooring Systems in Deep Water." Froceedin.gs of the 8th International Conference on the Behaviour of Offshore Structures (BOSS), Delft, the Netherlands, July 1997, pp.
177-188.
GarzaRios, L.O. and Bernitsas, M.M., "Slow Motion Dynamics of Mooring Systems in Deep Water With
Buoy Supported Catenary Lines." Report # 339.
University
of Michiganl Industry
ConsOrtium inOffshore
Engineering, Departmentof
Naval Architecture and Marine Engineering, University of Michigan, Ann Arbor. January 1999.[91 Garza-Rios. L.O., Bernitsas, M.M. and Nishimoto. K.,
"Catenary Mooring Lines With Nonlinear Drag and Touchdown," Report # 333, University of Michigan. Department
of Naval
Architecture and Marine Engineering. Ann Arbor, January 1997.[tO] Garza-Rios, L.O.. Bernitsas, M.M., Nishimoto. K. and Masetti.. I.Q., "Preliminary Design of Differentiated Compliance Anchoring Systems," Journal of Offshore Mechanics and Arctic Engineering, Vol. 121, No. I, February 1999. pp. 9-15.
[II] Gottlieb. 0.. and Kim, S.C.S., "Nonlinear Oscillations,
Bifurcations and Chaos in a Multi-Point Mooring
System with a Geometric Nonlinearity," Journal of
Applied Ocean Research. Vol. 14. 1992. pp. 832-839. [12] Guckenheimer. J.. and Holmes. P..
Nonlinear
Oscillations. Dynamical Systems, and .Bifurcations of Vector Fields. Springer-Verlag, New York, Inc., 1983. [131 Leite, .A.J.P.. Aranha, J.A.P., Umeda, C. and de Conti,
Figure 1. Geometry of buoy-supported catenary
GEOMETRY Gi
Figure 3. Geometric characteristics of Ci and G2
hgure -4. Catastrophe set of buoy supported SMS - Geometries Gi and G2
750 725-700-'. 675 -650